Fuel pump installation



June 19, 1934. FORD 1,963,658

' I FUEL PUMP INSTALLATION Filed NOV. 17, 1933 IN VENTOR.

ATTORNEY.

Patented June 19, 19 34 1,963,658 FUEL PUMP ms'rALLs'rIoN Henry Ford, Dearborn, Micln, asslgnor to Ford Motor Company, Deal-born, Micln, a corpora.-

tion of Delaware Application November 17, 1933, No. 698,454

12 Claims. (Cl. 123-139) The object of my invention is to provide a fuel pump installation especially adapted for use in connection with V-type motors, which installation will allow the pump to be located in an accessible 5 position on the top of the motor and which arrangement will assist the pump in properly operating in freezing weather.

The conventional type of fuel pump used on automobile engines is provided with a flexible diaphragm which is reciprocated by means of a push rod, the latter being actuated from an eccentric cam which is machined on the engine cam shaft. In all pump installations known to the applicant the eccentric cam positively moves the push rod in only one direction, a spring being provided for returning 'the rod or causing it to follow the back side of the cam lobe. Thus, whether or not the push rod is returned during each cycle depends upon-the force exerted by the return spring and the resistance offered to the return movement of the push rod. Under ordinary conditions the spring provided is adequate to cause uniform reciprocation of the rod; however, conditions sometimes arise in which such spring is inadequate to return the push rod .and

it is to prevent such failure of the pump that the applicant's installation finds its greatest utility.

This failure is often due to the push rod freezing in place when the motor hasbeen left in a freezing temperature. As the engine cools down the air therein also cools and its moisture condenses and collects upon the walls and members therein so that if in freezing weather the engine stops with the push rod at the extreme outer end of its stroke, then moisture will collect and freeze upon the push rod so that the rod will not slide in its bearings by the force of the return spring. Under such conditions the engine of course cannot be .made to operate.

This device is especially suitable for use on V- type motors because with such motors condensation is quite severe in that portion of the engine where it is the most desirable to locate the fuel pump operating rod. The usual pump arrangement in V-t-ype motors comprises locating the cam shaft in the bottom of the V between the cylinder I rows with an eccentric adjacent to one of the bearings, which eccentric operates a vertically mounted push rod which directly actuates a fuel densed water runs down the rod and collects and freezes the shaft to the bearing.

Therefore, the object of this invention is to Provide a fuel pump installation wherein the fuel pump is mounted in the aforementioned desirable location but one wherein the push rod is not affected by condensation in the valve chamber.

In the arrangement about to be described. the pump driving mechanism is housed within a separate chamber which is partially isolated from the valve springv chamber and a novel deviceis provided for lubricating this mechanism by means other than the vapor in the valve spring chamber which has heretofore been relied upon for this function. Due to the isolation of the pump driving mechanism other lubricating means are required. Such lubrication is effected in two ways; first, by causing asmall portion of the oil which is periodically supplied to the engine to flow directly upon the pump mechanism, and; secondthe valve. spring chamber and conducting this condensate to the mechanism. Both of these results are obtained without the addition of any parts andwithout moving mechanismof any description. I

. ly, by'condensing a portion of the oily vapor in I with these and other objects in view, myinvention consists in the arrangement, construction and combination of the various parts of my improved device, as described in the-speciflcation, claimed in my claims, and illustrated in the accompanying drawing, in which:

Figure 1 shows a vertical, longitudinal, central sectional view through the rear portion of a V-type internal combustion. engine, illustrating my improved fuel pump drive, and

Figure 2 shows a sectional view, taken on the line 2-2 of Figure 1.

Referring to theaccompanying drawing. I have used the reference numeral 10 to indicate generally the cylinder block' casting oi. an eight-cylinder V-type internal combustion engine. The engine is provided with a plurality of valve springs 11 disposed within a valve springchamber 12, which chamber occupiesthe space between the two cylinder blocks of the motor. A combined manifold and valve'spring chamber cover plate 13 is secured over the upper edge of the chamber 12 and thereby completes the closurefor the chamber 12. In the device herein shown the cover plate 13 is formed with passageways 14 therein through which intake gas is fed to the cylinders of the engine. A conventional cam shaft 15 is rotatably mounted in suitable bearings just beneath'the bottom of the V-shaped valve spring chamber 12, this cam shaft having a plurality of cams thereon which reciprocate the engine valves in the conventional manner.

The rearmost bearing of the cam shaft 15 is provided with an eccentric cam face 16, in position intermediate of its ends,- which eccentric actuates the fuel pump of the motor. A bushing 24 is secured vertically in the cylinder block casting 10 with its axis aligned with the eccentric 16 and a push rod 17 is reciprocally mounted in this bushing, the upper end of the push rod extending upwardly through an opening 18 which is formed in the rear portion of the cover plate 13. Mounted directly over the opening 18 I have provided a fuel pump supporting bracket 19, the lower portion of which forms a tight joint around the opening 18 while the upper portion of this bracket receives an oil filler or breather pipe 20. This pipe 20 is provided with a plurality of baffle plates 21, the purposes of which is to prevent the direct discharge of oily vapor therethrough. Each of these baffle plates is provided with semicircular shaped tongues stamped from the metal thereof which tongues are bent downwardly so that the oil will readily flow therethrough down into the valve chamber of the engine.

It will be noted that a through passageway is provided from the pipe 20 through the bracket '19 to the opening 18 and that a compartment 22 is provided in the bracket 19 in which the upper end of the rod 17 projects. The compartment 22 does not directly open into the valve chamber but rather a tube 23 is fixed to the bracket 19 in position concentric with the push rod 1'1 and opening 18, which tube extends downwardly into the chamber12 to position spaced a short distance above .the bushing 24. The tube 23 is provided with a bore considerably larger of the push rod 17 so that a limited circulation of gas between the tube and the rod is permitted. The tube 23 also forms a drain for oil which is supplied to the compartment 22. The upper end of the tube 23 is provided with a bushing 25 in which the upper portion .of the rod 17 is reciprocally mounted. This bushing, although being piloted in the tube 23 does not materially obstruct the passageway formed by this tube.

The fuel pump proper comprises a housing 26 which is fastened to the bracket 19 over the compartment 22'thereby forming a closure for this compartment. The housing 26 is provided with a head 2'1 secured thereto in which head a diaphragm 28 is fixed, this diaphragm being operable by means of a shaft 29 and arms 30 and 31 which are pivotally mounted in the housing 26 upon a pin 32. A compression spring 33 resiliently urges the free end of the arm 31 downwardly so as to directly bear against the upper end of the push rod 1'1, and cause this rod to follow the cam face movement.

The arms 30 and 31 have abutting faces 34 therebetween arranged so that upon upward movement of the push rod 1'1 both arms will be oscillated around the pivot pin 32 thereby drawing the diaphragm downwardly in the pump head. However, upon the downward or return movement of the push rod the arm 31 is free" to follow the push rod while the arm 30 follows the diaphragm. Inasmuch as'the capacity of the fuel pump is usually designed to supply several times the amount of fuel required for normal operation of the motor, it will be apparent that considerable take up or lost motion occurs between the members 30 and 31, during each cycle of the normal operation of the engine. On acthan the diameter.

count of this relative motion between the arms 30 and 31 these elements must be adequately lubricated to function for the life of the motor. Two difierent arrangements are provided for lubricating these parts, one by direct application of oil when the engine oil is changed and, the other by conducting the oil condensate from the breather pipe to these parts. A restricted opening 35 is provided in the upper wall of the compartment 22 in direct line with the breather pipe 20, the lower baflie plate 21 being located so that oil flowing through the pipe is directed upon the opening 35 to thereby allow a definite although small amount of oil to ilow through this opening down onto the. members 31 and 30. Of course by far the major portion of the engine oil upon refilling flows down around outside of the chamber 22 directly into the valve chamber 12. However, every 500 or 1,000 miles, according to how often the driver changes the oil in his car, the arms 30 and 31 are thoroughly lubricated by the oil which flows through the opening 35.

Further, during the normal operation of the motor the breather pipe 20 acts as a condenser so that the oil which condenses on the walls thereof drips down from the baffle plates directly into the opening 35 to thereby continuously lubricate the device. The spent oil of course drains out through the tube 23.

It will be noted that a shroud 36 is secured to the push rod 1'1 in position between the lower end of the tube 23 and the upper end of the bushing 24, the shroud being reciprocated directly with the push rod. This shroud is of a conical shape. During the normal operation of the motor, oil and water vapor circulate a considerable distance up within the tube 23. Such vapor upon cooling condenses upon the push rod, runs down the rod and is deflected laterally by the shroud 36. The joint between the upper end of the bushing 24 and the push rod 1'1 is therefore free from water. For this reason, should the engine be allowed to cool off to a freezing temperature, the push rod will not befrozen in the bearing 24, so that even should this rod be in its uppermost position the spring 33 will invariably return it to cause it to follow the eccentric 16.

Among the many advantages arising from the use of my improved device it may be well to mention that I have provided a fuel pump drive which is unaffected by freezing and which allows the fuel pump to be located at the upper portion of the motor where the condensation problems are most severe. It will be further noted that my improved fuel pump drive is automatically lubricated in what is believed to be a novel manner both by the direct action in changing the oil in the motor and by the condensation of oil in the oil breather pipe.

Some changes may be made in the arrangement, construction and combination of the several parts comprising my improved device without departing from the spirit of my invention, and it is my intention to cover by my claims, such changes 140 as may reasonably be included withinthe scope thereof.

I claim as my invention:

1. An internal combustion engine characterized by its having an oil vapor condenser associated therewith, a fuel pump, actuating mechanism for said fuel pump, and means for directly conducting the oil condensate from said condenser to said actuating mechanism to lubricate same.

2. An engine, as claimed in claim 1, wherein said oil vapor condenser comprises the breather pipe of said engine.

3. An internal combustion engine characterized by its having an oil filling pipe associated therewith, a fuel pump, actuating mechanism for said fuel pump, and means for conducting a portion of the oil admitted through said pipe to said actuating mechanism so as to lubricate same.

4. An internal combustion engine characterized by its having a combined oil filling pipe and breather pipe, a fuel pump, actuating mechanism for said fuel pump, and means for conducting both the oil condensate which forms in said breather pipe and a portion of the oil admitted through said pipe when the engine is being filled to said actuating mechanism so as to lubricate same.

5. An internal combustion engine having a valve spring chamber therein, an oil vapor condenser in communication with said valve spring chamber, a fuel pump mounted upon said engine with its actuating mechanism housed within a compartment separate from said chamber, and means for conducting the oil which condenses in said condenser to said pump actuating mechanism so as to lubricate same independently of the vapor in said valve spring chamber.

6. An internal combustion engine having a valve spring chamber therein, a breather pipe ventilating said valve spring chamber, a fuel pump mounted upon said engine with its actuating mechanism housed within a compartment separate from said valve spring chamber and adjacent to said breather pipe, and a port communicating between said breather pipe and said compartment, said port being located so that the oil which condenses in said pipe will flow by gravity to said actuating mechanism and lubricate same.

7. An internal combustion engine having an oil filling passageway associated therewith, a

fuel pump mounted upon said engine with its actuating mechanism housed within a compartment separate from said filling passageway, and

'a restricted opening between said passageway and said compartment which allows a small portion of the oil which is normaly admitted through said passageway into said valve actuating mechanism compartment to lubricate same. 4

8. A device, as claimed in claim "I, wherein the said passageway is provided with a baflie therein positioned directly above said port, which baffie directs the oil in said passageway into said port.

9. A fuel pump installation especially suitable for use with V-type" internal combustion engines wherein a valve spring chamber is provided in the V between the cylinder blocks comprising, a cover plate disposed over said valve spring chamber to complete the enclosure thereof, a fuel pump mounted upon said cover plate with its actuating mechanism housed within a compartment separate from said chamber, a push rod extending from the cam shaft of said engine vertically through said valve spring chamber and into said fuel pump actuating mechanism compartment, said push rod actuating said mechanism, and a tube communicating with said compartment and enclosing the major portion of said push rod within the valve spring chamber,

whereby the vapor condensate in said valve spring chamber will collect upon said tube in preference to collecting upon said push rod.

10. A fuel pump installation especially suitable for use with V-type internal combustion engines wherein a valve spring chamber is provided in the V between the cylinder blocks comprising, a cover plate disposed over said chamber to complete the enclosure thereof, a fuel pump mounted upon said cover plate with its actuating mechanism housed within a compartment separate from said chamber, a pump actuating push rodextending through said valve spring chamber and into said compartment, the lower end of which is reciprocally mounted in a bearing adjacent to the engine cam shaft and within saidvalve spring chamber, a tube enclosing the upper portion of said push rod, said tube being in communication with said compartment and extending therefrom down through the major portion of said valve spring chamber, and a shroud fixedly secured upon said push rod between the-lowermost end of said tube and said bearing so as to deflect water which may condense upon said push rod away from said bearing for the purpose described.

11. An internal combustion engine having an oil filling pipe, a valve spring chamber in said engine, a fuel pump mounted upon said engine with its actuating mechanism housed within a separate compartment adjacent to said 011 pipe, a push rod extending from the engine cam shaft through saidvalve spring chamber and into said compartment, a tube enclosing said push rod and extending from said compartment a substantial distance through said valve spring chamber, said compartment having a port therein connecting said compartment with said oil filling pipe whereby condensed vapor from said pipe will flow by gravity into said mechanism compartment and then down through said tube, and a shroud fixedly secured to said push rod deflecting said condensed vapor from the lower end of said push rod, for the purpose described.

12. A fuel pump installation especially suitable for use in conection with V-type internal combustion engines having a valve spring chamber formedin the space between the two cylinder blocks comprising, a cover plate disposed over said chamber to complete the enclosure thereof, a fuel pump mounted upon said cover plate with its actuating mechanism housed within a compartment separate from said valve spring chamber, an oil filling pipe fixed to said cover plate adjacent to said compartment, said pipe being in direct communication with said valve spring chamber and there being a restricted opening between said compartment and said pipe whereby a portion of the oil admitted to said pipe will be conducted onto said pump actuating mechanism, a push rod extending vertically through said valve spring chamber, said push rod being enclosed over the upper major portion of its length by means of the tube which surrounds same and which connects said compartment and valve. spring chamber, and. a shroud fixedly secured to the said push rod adjacent to the lowermost end of said tube, for the purpose described.

HENRY FORD. 

